Steam steering-gear



(No Model.) 2 Sheets-Sheet 1.

A. HARROLD 8v W. H. PFRIMMER.

STEAM STEERING GEAR.

azi-ve 65 es ANDREW BvGRAHAM.PHTOU'IHQWASHINGTUN. PAC

2 sheets-sheet 2. A. HARROLD & W. H. PFRIMMER. STEAM STEERING GEAR (NoModel.)

No. 560,129. Patented May 12, 1896.

' mmm AGRAHAM, Prim-Unio. WASH! Grunn C UNITED STATES PATENT OFFICE.

AMOS HARROLD AND WILLIAM H. PFRIMMER, OF COLUMBIANA, OHIO.

STEAM STEERING-G EAR.

SPECIFICATION forming part of Letters Patent No. 560,129, dated May 12,1896.

Application led February 13, 1895. Serial No. 538,280. (No model.)

To all whom t may concern.-

Be it known that we, Anos HARROLD and WILLIAM H. PEEIMMER, citizensofthe United States, residing at Columbiana, in the county of Columbianaand State of Ohio, have invented certain new and useful Improvements inSteam Steering-Gear; and we do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

Our invention relates to steam steering-gear fortraction-engines,road-rollers, agricultural implements, and locomotivesin general which depend upon positive movement of a steeringwheel forchange of direction.

The object of the invention is the construction of mechanism designed,arranged, and adapted to control such changes of direction with theleast possible expenditure of power and the greatest degree of accuracyand precision. Heretofore, on traction-engines and road-rollersparticularly, steering has been effected through the agency of ahand-wheel and mechanism interposed between it and the pilot or steeringwheel, such means be-A ing necessarily tedious, laborious, andunsatisfactory as compared with a system of steam-steering.

The invention will be hereinafter described and particularly pointed outin the claims following.

In the accompanying' drawings, whereon like letters indicate like partswherever employed,Figure l represents a perspective view of ourimprovedsteering apparatus, showing its application to a road-roller indotted lines. Fig. 2 is a detail view showing an enlarged side elevationof frictional reversing mechanism, and Figs. 3, 4t, 5, and Gcorresponding side elevations illustrating modified forms of parts shownin Fig.

Reference being had to the drawings and letters thereon, A indicates ahorizontal engine-shaft, preferably located within the cab and adaptedto rotate constantly in a given direction, carrying with it afriction-wheel B, keyed thereto.

C is a main power-shaft journaled in suitable brackets a cl, and bearingat its lower end aworm-gear b,for a purpose that will later appear. Onthe upper end of shaft C is mounted a reciprocating friction-spool D,being limited in its reciprocal movement by a pin c on the shaft, inconnection with the end walls of a slot d in the spool, through whichsaid pin projects.

E F indicate upper and lower spool-flanges or disks, respectively,having frictional inner faces adapted to contact with the periphery ofwheel B and impart to shaft C rotation in reverse directions accordingto the position of spool D upon said shaft and the engagement of upperor lower disk E or F with wheel B. At its upper end, Vimmediately abovedisk E, spool D has formed therein a reduced neck e, which looselyreceives a collar f, forming a swivel connection. To opposite sides ofcollar f is bolted a yoke or eccentric-arms G G, journaled at theirupper ends upon an eccentric H, the latterbeing integral with and rockedby a crank-leverl in a fixed bearing g, as shown by Figs. l and 2. Theoperating or crank lever I stands normallyin a vertical position, beingthere yieldingly retained by the action of a spring J, secured at oneend in the handle of said lever I and at its opposite end in the fixedbearing g, thus holding each of the disks E and F out of engagement withthe revolving friction-wheel B. At the lower end of worm-shaft C, andmeshing with the worm b, is a gear-wheel K for transmitting power t-o adouble-headed windlass L, upon which it is keyed, while around the headsof said windlass are coiled in opposite directions chains or cables hz', communicating with a steering wheel or roller, as in theillustration Fig. l.

This being substantially the construction of our invention in itspreferred form, its use and operation are as follows: Presuming avehicle equipped with our invention to be running on an even course, theparts will occupy the relative positions shown by Fig. l of thedrawings, both disks E and F, under influence of spring J, being heldout of engagement with revolving wheel B. If, however, it is desired toturn either to the right or left, it is only necessary to elevate ordepress spool D by a slight movement of lever I, eccentric H, and armsG, whereupon the upper or lower disk E orF is brought in contact withthe periphery of wheel B, and power-shaft C is revolved to the right orleft IOO accordingly. The effect of this movement is to operate, throughworm l), upon gear K and windlass L, thus simultaneously ceiling thesteering-chain upon one windlass-head and paying same out from theother, resulting in a turning of the steering-wheel and a consequentchange in direction of the vehicle with the greatest ease and nieety. Asdistinguished from cog -gearing, that above described is possessed ofspecial merit in the fact that the friction-surfaces are adapted to gointo instant action regardless of their relative position, and, whendesired, more or less slippage may be permitted between such surfaces,accordingY to the degree of pressure applied to lever l, thus avoidingwear and tear upon the parts and insuring ease and regularity ofmovement.

The construction and operation being substantially as set forth it willbe understood that many minor changes may be made and substituted forparts herein shown and described without in the least departing from thespirit of our invention-as, for instance, in place of an eccentricmechanism for reciprocating spool D ahand-wheel and screw may besubstituted, as shown by Fig. 3, or a simple lever with a fixed fulerum,as shown by Fig. 4. Furthermore,if desired, the spool D may be locatedupon the engine-shaft A, andV the friction-wheel B placed upon theWormshaft C, whereupon the latter maybe drawn or forced into contactwith the flanges of said spool with precisely the results beforedescribed; or, when preferred, the frictional parts may be suitablybeveled, as shown by Fig. G. Likewise other changes and modificationswill suggest themselves to the sk-illed mechanic; but, more particularlystated,

lV hat we claim isl. A steering apparatus comprising a powershaft, areciprocating friction-spool upon said shaft, a driving-wheel locatedbetween the iianges of the spool, and an eccentric for elevating orlowering the spool with relation to the driving-wheel, substantiallyasdescribed.

2. A steering apparatus comprising a powershaft, a reciprocatingfriction-spool thereon, a driving-wheel located between the flanges ofsaid spool, an eccentric crank-lever, and a swiveled connection betweensaid eccentriclever and friction-spool whereby the latter is raised orlowered, substantially as described.

Y 3. A steering apparatus comprising a powershaft, a frictional drivingand reversing mechanism secured thereto, a frictional drivingwheel forperiodically coacting with said mechanism, a lever for controlling saidfrictional mechanism, and a spring for normally retaining the frictionalparts out of engagement, substantially as described.

4. A steering apparatus comprising a powershaft, a frictional drivingand reversing mechanism, alever for throwing said mechanism into or outof engagement, and a spring located upon the lever for normallyretaining the frictional parts out of engagement, substantially asdescribed.

5. A steering apparatus comprising a powershaft, driving and drivenfriction-disks for imparting motion to said shaft in reverse directions,a controlling crank-lever, and a yoke eccentrically journaled upon thelever having a swiveled connection with said driven disks, substantiallyas described.

6. A steering apparatus comprising a powershaft, driving and drivenfriction-disks for imparting motion to said shaft in reverse directions,a controlling crank-lever, a spring for normally retaining said disksout of engagement, and an interposed yoke eccentrically journaled uponthe lever having a swiveled connection with said driven disks,substantially as described.

ln testimony whereof we subscribe our signatures in presence of twowitnesses.

AMOS HARROLD. VILLIAM H. PFRIMMER.

witnesses:

STANTON l-IUMns, E. L. HoLLowAY.

